JP2002188477A - Driving force control device - Google Patents

Driving force control device

Info

Publication number
JP2002188477A
JP2002188477A JP2000389931A JP2000389931A JP2002188477A JP 2002188477 A JP2002188477 A JP 2002188477A JP 2000389931 A JP2000389931 A JP 2000389931A JP 2000389931 A JP2000389931 A JP 2000389931A JP 2002188477 A JP2002188477 A JP 2002188477A
Authority
JP
Japan
Prior art keywords
engine torque
driving force
calculating
target engine
target
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2000389931A
Other languages
Japanese (ja)
Other versions
JP3695327B2 (en
Inventor
Shusaku Katakura
秀策 片倉
Masahiro Iriyama
正浩 入山
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP2000389931A priority Critical patent/JP3695327B2/en
Priority to US10/021,076 priority patent/US6549839B2/en
Publication of JP2002188477A publication Critical patent/JP2002188477A/en
Application granted granted Critical
Publication of JP3695327B2 publication Critical patent/JP3695327B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0246—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by initiating reverse gearshift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18036—Reversing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/12—Engine control specially adapted for a transmission comprising a torque converter or for continuously variable transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

PROBLEM TO BE SOLVED: To realize, using a simple constitution, a drive force control in matching with the acceleration requirement of a driver at reverse driving. SOLUTION: A controller 10 controls the torque of an engine 1, so as to match with target engine torque by calculating a target driving force, based on accelerator operation amount and a vehicle speed, calculating the change gear ratio for calculating the target engine torque, based on the condition of a transmission 2, and then dividing the target driving force by the speed change ratio to calculate the target engine torque; but during reverse traveling of a vehicle, the speed change ratio of calculating the target engine torque is corrected to the high ratio side. Thereby, while treating the calculation of target driving force at both the advancing and reverse traveling in common, the driving force at reverse traveling can be suppressed, so as to match with the driver's requirement for acceleration, thus simplifying the system.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【産業上の利用分野】本発明は車両用駆動力制御装置に
関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device for a vehicle.

【０００２】[0002]

【従来の技術】従来の駆動力制御装置としては特開平11
-78620号に開示されたものがある。これに示される駆動
力装置は無段変速機（以下、「ＣＶＴ」という。）を搭
載した車両を前提としており、目標エンジントルクを実
変速比で除して目標とするエンジントルクを演算してい
る。これにより、複雑な制御なしにその時々の変速比に
合わせた最適な目標エンジントルクを生成でき、変速前
後での駆動力段差を最小限に抑えることができる。2. Description of the Related Art A conventional driving force control device is disclosed in
There is one disclosed in -78620. The driving force device shown therein is based on a vehicle equipped with a continuously variable transmission (hereinafter referred to as "CVT"), and calculates a target engine torque by dividing a target engine torque by an actual gear ratio. I have. As a result, it is possible to generate an optimum target engine torque according to the current gear ratio without complicated control, and it is possible to minimize the driving force step before and after the gear shift.

【０００３】[0003]

【発明が解決しようとしている問題点】駆動力制御を行
う車両においては目標駆動力が実現されるようパワート
レインが制御されるが、後進時の場合は前進時と比べて
加速要求（目標駆動力）が低い。したがって、後進時も
駆動力制御を行うならば、前進時とは異なる特性にする
必要がある。In a vehicle that performs driving force control, the power train is controlled so that a target driving force is realized. ) Is low. Therefore, if the driving force control is performed also when the vehicle is moving backward, it is necessary to make the characteristics different from those when the vehicle is moving forward.

【０００４】ここで前進時と異なる特性を持たせる方法
としては目標駆動力マップを前進用、後進用とそれぞれ
用意することが考えられるが、この場合、前進時と後進
時で使用するマップを切換える必要がある等システム構
成を複雑し、また、そのような後進時専用の目標駆動力
マップを記憶しておくためのＲＯＭ容量が増加するため
得策ではない。Here, as a method of giving characteristics different from those at the time of forward movement, it is conceivable to prepare a target driving force map for the forward drive and for the reverse drive, respectively. This is not advantageous because the system configuration is complicated, for example, because it is necessary, and the ROM capacity for storing such a target driving force map dedicated to reverse is increased.

【０００５】本発明はかかる技術的課題を鑑みてなされ
たもので、簡単な構成で後進時においても運転者の加速
要求に合致した駆動力制御を実現すること、さらには、
前進後進切換え時におけるショックの発生を抑えること
を目的とする。The present invention has been made in view of such technical problems, and realizes a driving force control that meets a driver's acceleration demand with a simple configuration even in reverse.
It is an object of the present invention to suppress the occurrence of a shock when switching between forward and reverse.

【０００６】[0006]

【問題点を解決するための手段】第１の発明は、エンジ
ンと、前記エンジンに接続された自動変速機とを備えた
車両に用いられる駆動力制御装置において、運転状態に
基づき目標駆動力を演算する手段と、車両前進時は前記
変速機の状態に基づき演算される値を、車両後進時はそ
の値を大側に補正した値をそれぞれ目標エンジントルク
演算用変速比として演算する手段と、前記目標駆動力を
前記目標エンジントルク演算用変速比で除して目標エン
ジントルクを演算する手段と、前記エンジンのトルクが
目標エンジントルクとなるように前記エンジンのトルク
を制御する手段とを備えたことを特徴とするものであ
る。According to a first aspect of the present invention, there is provided a driving force control device for use in a vehicle including an engine and an automatic transmission connected to the engine. Means for calculating a value calculated based on the state of the transmission when the vehicle is moving forward, and means for calculating a value obtained by correcting the value to a larger value when the vehicle is moving backward as a target engine torque calculating gear ratio. Means for calculating a target engine torque by dividing the target driving force by the target engine torque calculation gear ratio; and means for controlling the engine torque so that the engine torque becomes the target engine torque. It is characterized by the following.

【０００７】第２の発明は、第１の発明において、目標
エンジントルク演算用変速比を演算する手段が、車両後
進時に実現される駆動力が前記目標駆動力よりも所定率
だけ小さくなるように前記変速機の状態に基づき演算さ
れる値を大側に補正した値を目標エンジントルク演算用
変速比として演算することを特徴とするものである。According to a second aspect of the present invention, in the first aspect, the means for calculating the gear ratio for calculating the target engine torque is such that the driving force realized when the vehicle moves backward is smaller than the target driving force by a predetermined rate. A value obtained by correcting a value calculated based on the state of the transmission to a large side is calculated as a gear ratio for calculating a target engine torque.

【０００８】第３の発明は、第１または第２の発明にお
いて、前後進切換え時に前記目標エンジントルク演算用
変速比に遅れ処理を施す手段を備えたことを特徴とする
ものである。According to a third aspect of the present invention, in the first or second aspect, means for delaying the gear ratio for calculating the target engine torque at the time of forward / reverse switching is provided.

【０００９】第４の発明は、第３の発明において、遅れ
処理が、前記目標エンジントルク演算用変速比の変化速
度を制限することであることを特徴とするものである。In a fourth aspect based on the third aspect, the delay processing is to limit a speed of change of the gear ratio for calculating the target engine torque.

【００１０】第５の発明は、第３または第４の発明にお
いて、目標エンジントルク演算用変速比に遅れ処理を施
す手段が、前後進の切換え前後で変速比が小さくなる場
合にのみ前記目標エンジントルク演算用変速比に遅れ処
理を施すことを特徴とするものである。According to a fifth aspect of the present invention, in the third or fourth aspect, the means for delaying the speed ratio for calculating the target engine torque is provided only when the speed ratio becomes smaller before and after switching between forward and reverse. A delay process is performed on the gear ratio for torque calculation.

【００１１】[0011]

【作用及び効果】したがって、本発明に係る車両用駆動
力制御装置を備えた車両においては、アクセル操作量と
車速等に基づき目標とする駆動力が演算され、この目標
駆動力が実現されるように目標駆動力を目標エンジント
ルク演算用変速比で除して目標エンジントルクが演算さ
れ、エンジンのトルク制御が行われる。これにより、運
転者の要求通りの駆動力が実現され、良好な運転性能が
確保される。Therefore, in a vehicle provided with the vehicle driving force control device according to the present invention, a target driving force is calculated based on the accelerator operation amount and the vehicle speed, and the target driving force is realized. The target engine torque is calculated by dividing the target driving force by the target engine torque calculation gear ratio, and the engine torque is controlled. As a result, the driving force required by the driver is realized, and good driving performance is ensured.

【００１２】ここで車両が後進時にあるときは、目標エ
ンジントルク演算用変速比として、前進時と同じ処理を
経て演算される値をさらに大側（Ｌｏｗ側）に補正した
値が用いられる。後進時の加速要求は一般に前進時と比
べて低いものになるが、このように後進時に大側に補正
された値を目標エンジントルク演算用変速比として目標
エンジントルクを演算すれば、演算される目標エンジン
トルクは小さな値となり、実際に実現される駆動力は抑
えられる。Here, when the vehicle is moving backward, a value obtained by further correcting the value calculated through the same processing as during forward movement to a larger value (Lower side) is used as the gear ratio for calculating the target engine torque. In general, the demand for acceleration during reverse travel is lower than that during forward travel. However, when the target engine torque is calculated using the value corrected to the large side during reverse travel as the gear ratio for target engine torque calculation, this is calculated. The target engine torque becomes a small value, and the actually realized driving force is suppressed.

【００１３】このように、本発明によれば、前進時と後
進時で異なる駆動力特性をもたせることができるが、目
標エンジントルクを演算するにあたっての前進時と後進
時との主な違いは後進時に目標エンジントルク演算用変
速比をより大きな値とする補正処理が入るだけで、その
他の処理（目標駆動力を演算する処理等）を前進時後進
時で共通にすることができるため、システム構成を簡略
化することができるという利点がある。例えば、目標駆
動力を所定のマップを参照して演算する構成では、当該
マップを前進時と後進時とで共通のものを用いることが
できる。As described above, according to the present invention, it is possible to provide different driving force characteristics when the vehicle is moving forward and when moving backward, but the main difference between when moving forward and when moving backward when calculating the target engine torque is that when the vehicle is moving backward. Sometimes, only correction processing for increasing the gear ratio for target engine torque calculation into a larger value is included, and other processing (processing for calculating the target driving force, etc.) can be shared between forward and reverse travels. Can be simplified. For example, in a configuration in which the target driving force is calculated with reference to a predetermined map, a common map can be used for the forward movement and the reverse movement.

【００１４】なお、後進時の補正処理としては、例え
ば、補正後の値に基づき実現される駆動力が目標駆動力
よりも所定率だけ小さくなるように補正する方法が考え
られる（第２の発明）。ここでの所定率は、例えば、目
標駆動力演算用マップを前進時と後進時で切換える構成
とした場合において、同一運転条件下での前進時用マッ
プの参照値に対する後進時用マップの参照値の減少率に
等しくなるように設定される。[0014] As a correction process at the time of reversing, for example, a method of correcting the driving force realized based on the corrected value so as to be smaller than the target driving force by a predetermined ratio can be considered (second invention). ). Here, the predetermined ratio is, for example, when the target driving force calculation map is configured to be switched between forward movement and reverse movement, and the reference value of the reverse movement map with respect to the reference value of the forward movement map under the same driving conditions. Is set to be equal to the decreasing rate of

【００１５】また、第３の発明によれば、シフトレバー
が操作されて前後進が切換えられるときは目標エンジン
トルク演算用変速比に遅れ処理が施される。これによ
り、前後進の切換え前後で目標エンジントルク演算用変
速比が急変してエンジントルクが急変するのを防止で
き、それによるショックの発生を抑えることができる。
遅れ処理としては、例えば目標エンジントルク演算用変
速比の変化速度を制限する方法がある（第４の発明）。According to the third aspect of the invention, when the shift lever is operated to switch between forward and backward, the speed ratio for calculating the target engine torque is delayed. As a result, it is possible to prevent a sudden change in the target engine torque calculation gear ratio before and after the forward / backward switching and a sudden change in the engine torque, thereby suppressing the occurrence of a shock.
As the delay processing, for example, there is a method of restricting the change speed of the gear ratio for calculating the target engine torque (a fourth invention).

【００１６】なお、このようなショックは前後進の切換
え前後で変速比が小さくなる場合、つまり、切換え前後
でエンジントルクが増加する場合に生じやすいことか
ら、上記遅れ処理は切換え前後で変速比が小さくなる場
合にのみ行うようにしてもよい（第５の発明）。このよ
うにすることにより、問題となりやすいショックの発生
は抑えつつ、制御システムへの負担を軽減することがで
きる。Such a shock is likely to occur when the gear ratio decreases before and after the forward / backward switching, that is, when the engine torque increases before and after the switching. It may be performed only when the size becomes smaller (fifth invention). By doing so, it is possible to reduce the load on the control system while suppressing the occurrence of a shock that tends to be a problem.

【００１７】[0017]

【発明の実施の形態】以下、添付図面に基づき本発明の
実施の形態について説明する。Embodiments of the present invention will be described below with reference to the accompanying drawings.

【００１８】図１は本発明に係る車両用駆動力制御装置
及びそれが適用される車両の概略構成を、図２はその車
両のパワートレインの概略構成を示したものである。図
中１はエンジン、２は有段自動変速機であり、それらの
間にはトルクコンバータ２aが介装される。FIG. 1 shows a schematic configuration of a vehicle driving force control device according to the present invention and a vehicle to which the same is applied, and FIG. 2 shows a schematic configuration of a power train of the vehicle. In the figure, 1 is an engine, 2 is a stepped automatic transmission, and a torque converter 2a is interposed between them.

【００１９】エンジン１の吸気通路５には、運転者のア
クセルペダル操作から独立して開度を電気的に制御可能
なスロットルバルブ(以下、「電制スロットル」）７が
設けられており、エンジン１のトルクはトルクコンバー
タ２ａ、変速機２、出力軸２２、ディファレンシャルギ
ア２５を介して駆動輪２６Ｒ、２６Ｌに伝達される。The intake passage 5 of the engine 1 is provided with a throttle valve (hereinafter referred to as "electrically-controlled throttle") 7 whose opening can be electrically controlled independently of the operation of the accelerator pedal by the driver. The torque of 1 is transmitted to the drive wheels 26R and 26L via the torque converter 2a, the transmission 2, the output shaft 22, and the differential gear 25.

【００２０】変速機２は、遊星歯車式変速機構、クラッ
チ、バンドブレーキ等の各摩擦要素、油圧制御回路２ｂ
等で構成され、油圧制御回路２ｂには、シフトソレノイ
ド、その他のライン圧ソレノイド、ロックアップソレノ
イド等のソレノイドが備えられ、これらソレノイドはコ
ントローラ１０によって制御される。The transmission 2 includes a planetary gear type transmission mechanism, friction elements such as clutches and band brakes, and a hydraulic control circuit 2b.
The hydraulic control circuit 2b includes solenoids such as a shift solenoid, another line pressure solenoid, and a lock-up solenoid, and these solenoids are controlled by the controller 10.

【００２１】コントローラ１０には、アクセルペダル６
の操作量APSを検出するアクセル操作量センサ１１から
の信号、車速VSPを検出する車速センサ１２からの信
号、エンジン回転速度Neを検出するエンジン回転速度セ
ンサ１３からの信号、変速機入力軸２１の回転速度INPR
EVFLを検出する入力回転速度センサ１４からの信号、変
速機出力軸２２の回転速度OUTREVFLを検出する出力回転
速度センサ１５からの信号、アクセルペダル６が離され
ていることを検出するアイドルスイッチ１６からの信
号、シフトレバー１７の位置を検出するインヒビタスイ
ッチ１８からの信号等が入力される。そして、コントロ
ーラ１０は、アクセル操作量APS、車速VSPに基づき所定
の変速マップを参照することによって変速段を選択し、
油圧制御回路２ｂのシフトソレノイドをON、OFFさせて
変速機２の変速を行う。The controller 10 includes an accelerator pedal 6
Signal from the accelerator operation amount sensor 11 for detecting the operation amount APS of the vehicle, a signal from the vehicle speed sensor 12 for detecting the vehicle speed VSP, a signal from the engine rotation speed sensor 13 for detecting the engine rotation speed Ne, Rotation speed INPR
A signal from an input rotation speed sensor 14 for detecting EVFL, a signal from an output rotation speed sensor 15 for detecting the rotation speed OUTREVFL of the transmission output shaft 22, and an idle switch 16 for detecting that the accelerator pedal 6 is released. , A signal from the inhibitor switch 18 for detecting the position of the shift lever 17, and the like. Then, the controller 10 selects a shift speed by referring to a predetermined shift map based on the accelerator operation amount APS and the vehicle speed VSP,
The transmission 2 is shifted by turning on and off the shift solenoid of the hydraulic control circuit 2b.

【００２２】また、コントローラ１０は、エンジン回転
速度Ne等のエンジン運転パラメータに基づき燃費や排ガ
ス特性等が最適になるよう、燃料噴射制御その他のエン
ジン制御に必要な制御を実行し、さらに、アクセル操作
量APS、車速VSPに基づき演算される目標エンジントルク
が実現されるよう電制スロットル７の開度を制御する。The controller 10 executes fuel injection control and other controls necessary for engine control so as to optimize fuel efficiency and exhaust gas characteristics based on engine operating parameters such as the engine rotation speed Ne. The opening of the electronically controlled throttle 7 is controlled so that the target engine torque calculated based on the amount APS and the vehicle speed VSP is realized.

【００２３】図３はコントローラ１０の駆動力制御に係
る部分の構成を示した図である。これに示すように、駆
動力制御に関する部分は、目標駆動力演算部３１と、除
算部３３、３５と、目標スロットル開度演算部３７と、
目標エンジントルク演算用変速比演算部４０とで構成さ
れる。FIG. 3 is a diagram showing a configuration of a portion related to driving force control of the controller 10. As shown in FIG. As shown in the figure, the parts related to the driving force control include a target driving force calculation unit 31, division units 33 and 35, a target throttle opening calculation unit 37,
And a gear ratio calculating section 40 for calculating a target engine torque.

【００２４】各構成部分における処理について説明する
と、目標駆動力演算部３１は、運転状態（アクセル操作
量APS及び車速VSP）に基づき車両の目標駆動力Tt*を演
算する部分であり、所定の目標駆動力特性マップを参照
してその時点におけるアクセル操作量APSと車速VSPに対
応する目標駆動力Tt*を演算する。The processing in each component will be described. The target driving force calculating section 31 calculates a target driving force Tt * of the vehicle based on the driving state (accelerator operation amount APS and vehicle speed VSP). The target driving force Tt * corresponding to the accelerator operation amount APS and the vehicle speed VSP at that time is calculated with reference to the driving force characteristic map.

【００２５】除算部３３では、この目標駆動力Tt*を後
述する目標エンジントルク演算用変速比演算部４０から
の目標エンジントルク演算用変速比Rneで割って目標コ
ンバータトルクが演算され、さらに後段の除算部３５で
は、この目標コンバータトルクを、図４に示すトルク比
−速度比(変速機入力回転速度INPREVFLとエンジン回転
速度Neとの比)特性テーブルを参照して得られるトルコ
ントルク比で割って目標エンジントルクTe*が演算され
る。The dividing unit 33 divides the target driving force Tt * by a target engine torque calculating speed ratio Rne from a target engine torque calculating speed ratio calculating unit 40, which will be described later, to calculate a target converter torque. The dividing unit 35 divides the target converter torque by a torque converter torque ratio obtained by referring to a torque ratio-speed ratio (ratio between the transmission input rotation speed INPREVFL and the engine rotation speed Ne) characteristic table shown in FIG. The target engine torque Te * is calculated.

【００２６】目標スロットル開度演算部３７では、目標
エンジントルクTe*を実現するのに必要なスロットル開
度の目標値TVO*が演算される。ここでは目標エンジント
ルクTe*とエンジン回転速度Neとに基づき図５に示すよ
うな特性マップを参照して目標スロットル開度TVO*が演
算される。そして、コントローラ１０は電制スロットル
７の開度が目標とするスロットル開度TVO*となるように
電制スロットル７を制御し、エンジン１のトルクを制御
する。The target throttle opening calculating section 37 calculates a target value TVO * of the throttle opening necessary for realizing the target engine torque Te *. Here, the target throttle opening TVO * is calculated based on the target engine torque Te * and the engine speed Ne with reference to a characteristic map as shown in FIG. The controller 10 controls the electric throttle 7 so that the opening of the electric throttle 7 becomes the target throttle opening TVO *, and controls the torque of the engine 1.

【００２７】ここで、目標エンジントルク演算用変速比
演算部４０は、非変速中は変速機２の変速段に対応する
変速比を、変速中は実変速比をそれぞれ目標エンジント
ルク演算用変速比Rneとして出力し、変速中における駆
動力変化を抑え、車両が後進時にあるときは、さらにそ
れらの値を大側に補正した値を目標エンジントルク演算
用変速比Rneとして出力し、後進時において実現される
駆動力を抑制する。Here, the target gear ratio calculating unit 40 calculates the gear ratio corresponding to the gear position of the transmission 2 during non-shifting, and the actual gear ratio during shifting, respectively. Output as Rne to suppress the change in driving force during gear shifting, and when the vehicle is in reverse, output a value corrected to those values to the larger side as target gear ratio Rne for calculating the target engine torque, realizing during reverse To reduce the driving force.

【００２８】図６は目標エンジントルク演算用変速比演
算部４０の具体的な構成を示したものである。FIG. 6 shows a specific configuration of the gear ratio calculating section 40 for calculating the target engine torque.

【００２９】これに示すように、目標エンジントルク演
算用変速比演算部４０は、除算部４１、変速段決定部４
２、変速段−変速比変換部４３、変速制御状態判断部４
４、目標エンジントルク演算用変速比選択部４５、目標
エンジントルク演算用変速比補正部４６とで構成され
る。以下、各構成部分における処理について説明する。As shown in the figure, the gear ratio calculating section 40 for calculating the target engine torque includes a dividing section 41 and a gear position determining section 4.
2, speed-gear ratio conversion unit 43, shift control state determination unit 4
4. A target engine torque calculating gear ratio selector 45 and a target engine torque calculating gear ratio corrector 46. Hereinafter, processing in each component will be described.

【００３０】除算部４１は、センサ１４、１５によって
検出された変速機２の入力軸回転速度INPREVFLと出力軸
回転速度OUTREVFLに基づき、変速機２の実変速比Rr（＝
INPREVFL／OUTREVFL）を演算する。The division unit 41 determines the actual speed ratio Rr (= R) of the transmission 2 based on the input shaft rotation speed INPREVFL and the output shaft rotation speed OUTREVFL of the transmission 2 detected by the sensors 14 and 15.
Calculate INPREVFL / OUTREVFL).

【００３１】また、変速段決定部４２はアクセル操作量
APSと車速VSPとに基づき変速制御に用いられる変速前変
速段CURGPと変速後変速段NEXTGPを決定する。ここで変
速前変速段CURGPは実変速終了に合わせてその時点にお
ける変速後変速段NEXTGPに更新される値（例えば変速開
始からタイマを利用して所定時間後に変速後変速段NEXT
GPに更新される）であり、変速後変速段NEXTGPはその時
点のアクセル操作量APSと車速VSPに基づき図中に示すよ
うな所定の変速マップを参照してリアルタイムに得られ
る値である。The gear position determination unit 42 determines the accelerator operation amount.
A pre-shift gear stage CURGP and a post-shift gear stage NEXTGP used for shift control are determined based on the APS and the vehicle speed VSP. Here, the pre-shift gear stage CURGP is a value that is updated to the post-shift gear stage NEXTGP at the time of completion of the actual gear shift (for example, after a predetermined time from the start of the gear shift using a timer, the post-shift gear stage NEXT
The post-shift gear stage NEXTGP is a value obtained in real time by referring to a predetermined shift map as shown in the figure based on the accelerator operation amount APS and the vehicle speed VSP at that time.

【００３２】また、変速段−変速比変換部４３は、変速
前変速段CURGPを対応する変速比Rcur（変速前変速比）
に所定の変換テーブルを参照して変換する。The speed-gear ratio conversion unit 43 provides a gear ratio Rcur (gear ratio before gear ratio) corresponding to the gear stage CURGP before gear shift.
Is converted with reference to a predetermined conversion table.

【００３３】また、変速制御状態判断部４４は上記変速
制御用の変速段情報CURGP、NEXTGPに基づき変速制御中
か否かを判断する。具体的には、両者の値が一致しない
ときに変速制御中であると判断して変速制御フラグFspc
に変速制御中であることを示す「１」を設定し、両者の
値が一致するときに変速制御中ではないと判断して変速
制御フラグFspcに変速制御中でないことを示す「０」を
設定する。The shift control state judging section 44 judges whether or not shift control is being performed based on the shift speed information CURGP and NEXTGP for shift control. Specifically, when the values do not match, it is determined that the shift control is being performed, and the shift control flag Fspc is determined.
Is set to "1" indicating that the shift control is being performed, and when the values match, it is determined that the shift control is not being performed, and "0" is set to the shift control flag Fspc indicating that the shift control is not being performed. I do.

【００３４】目標エンジントルク演算用変速比選択部４
５では、変速制御状態判断部４４で設定される変速制御
フラグFspcの値に基づき変速制御中か否か判断し、それ
に応じて目標エンジントルクの演算に用いる変速比を選
択する。具体的には、変速制御中であると判断された場
合は前進用目標エンジントルク演算用変速比Rfとして実
変速比Rrを選択し、変速制御中ではないと判断された場
合は前進用目標エンジントルク演算用変速比Rfとして変
速前変速比Rcurを選択する。変速制御中に実変速比Rrを
選択するのは変速中においても目標駆動力が実現される
ようにし、変速時に駆動力に段差が生じるのを防止する
ためである。Gear ratio selector 4 for calculating target engine torque
In step 5, it is determined whether or not the shift control is being performed based on the value of the shift control flag Fspc set by the shift control state determination unit 44, and the gear ratio used for calculating the target engine torque is selected accordingly. Specifically, when it is determined that the shift control is being performed, the actual speed ratio Rr is selected as the forward target engine torque calculation gear ratio Rf, and when it is determined that the shift control is not being performed, the forward target engine is determined. The pre-shift speed ratio Rcur is selected as the torque calculation speed ratio Rf. The reason why the actual speed ratio Rr is selected during the speed change control is to ensure that the target driving force is realized even during the speed change, and to prevent a step in the driving force during the speed change.

【００３５】目標エンジントルク演算用変速比補正部４
６は、インヒビタスイッチ１８からのレンジ信号に基づ
き車両が後進時にあるか否かを判断し、シフトレバー１
７が後進用レンジ（Ｒレンジ）にあり、車両が後進時に
あると判断された場合には目標エンジントルク演算用変
速比選択部４５から入力される値Rfに代えて、後進用ギ
アに対応する変速比を大側（Ｌｏｗ側）に補正して出力
する。これにより、後進時には目標エンジントルク演算
用変速比Rneとして実際の変速比と比べて大きな値が設
定され、目標エンジントルクが小さな値となり、実際に
実現される駆動力が目標駆動力よりも小さな値に抑制さ
れる。後進時の目標エンジントルク演算用変速比の補正
量は、例えば、前進時と後進時で目標駆動力演算用マッ
プを切換える構成において使用するマップを前進用から
後進用に切換える際の目標駆動力の減少率と同じだけ実
際の駆動力が目標駆動力に対して減少するように設定さ
れる。Gear ratio corrector 4 for calculating target engine torque
6 determines whether or not the vehicle is in reverse, based on the range signal from the inhibitor switch 18;
When it is determined that the vehicle 7 is in the reverse range (R range) and the vehicle is in the reverse direction, it corresponds to the reverse gear instead of the value Rf input from the target engine torque calculation gear ratio selection section 45. The gear ratio is corrected to a large side (Low side) and output. As a result, the target engine torque calculation gear ratio Rne is set to a value larger than the actual gear ratio when the vehicle is traveling backward, the target engine torque becomes a smaller value, and the actually realized driving force is smaller than the target driving force. Is suppressed. The correction amount of the target engine torque calculation gear ratio during reverse drive is, for example, the target drive force when switching the map used for forward drive and reverse drive from the target drive force calculation map to the reverse drive. The actual driving force is set so as to decrease from the target driving force by the same amount as the decrease rate.

【００３６】また、目標エンジントルク演算用変速比４
６は、前進後進の切換え時において、少なくとも目標エ
ンジントルク演算用変速比がハイ側（変速比小側）に変
化する場合には、それによるエンジントルクの急増を抑
えてショックが発生するのを抑えるべく、目標エンジン
トルク演算用変速比の変化速度を制限する処理も合わせ
て行う。The gear ratio 4 for calculating the target engine torque is
Reference numeral 6 indicates that at least when the gear ratio for calculating the target engine torque changes to the high side (small gear ratio side) at the time of switching between forward and reverse, the sudden increase of the engine torque due to the change is suppressed to suppress the occurrence of shock. To this end, processing for limiting the change speed of the gear ratio for target engine torque calculation is also performed.

【００３７】図７は目標エンジントルク演算用変速比補
正部４６において、前進後進の切換え時に行われる目標
エンジントルク演算用変速比の変化速度の制限処理（遅
れ処理）の内容を示したものである。FIG. 7 shows the contents of the limiting process (delay process) of the changing speed of the gear ratio for target engine torque calculation performed at the time of switching between forward and reverse in the target engine torque calculation gear ratio correction section 46. .

【００３８】これによると、まず、ステップＳ１では、
インヒビタスイッチ１８からの信号に基づき、シフトレ
バー１７が後進用レンジ（Ｒレンジ）にあるか否かが判
断され、後進用レンジにあると判断した場合は前進から
後進への切換えであると判断してステップＳ２に進む。According to this, first, in step S1,
Based on the signal from the inhibitor switch 18, it is determined whether or not the shift lever 17 is in the reverse range (R range). If it is determined that the shift lever 17 is in the reverse range, it is determined that the switching is from forward to reverse. To step S2.

【００３９】ステップＳ２では前進から後進への切換え
時の目標エンジントルク演算用変速比の変化速度（リバ
ース時移行速度）ΔRnerをアクセル操作量APSと車速VSP
に基づき所定のテーブルを参照して演算する。In step S2, the speed of change of the gear ratio for target engine torque calculation (reverse shift speed) ΔRner at the time of switching from forward to reverse is determined by the accelerator operation amount APS and the vehicle speed VSP.
The calculation is performed by referring to a predetermined table based on.

【００４０】ステップＳ３ではリバース時変速比Rrev
と、前回処理時の目標エンジントルク演算用変速比Rnez
から上記変化速度ΔRnerを引いた値とを比較し、大きい
ほうの値を目標エンジントルク演算用変速比Rneとして
出力する。ここでいうリバース時変速比Rrevとは後進用
ギアに対応する変速比ではなく、上述したように後進時
に実現される駆動力を抑えるべく、後進用ギアに対応す
る変速比を大側に補正した値である。In step S3, the reverse speed ratio Rrev
And the gear ratio Rnez for calculating the target engine torque in the previous process.
Is compared with a value obtained by subtracting the change speed ΔRner from the above, and the larger value is output as the target engine torque calculation gear ratio Rne. The reverse speed ratio Rrev here is not the speed ratio corresponding to the reverse gear, but the speed ratio corresponding to the reverse gear is corrected to a large side in order to suppress the driving force realized at the time of reverse as described above. Value.

【００４１】一方、ステップＳ１でシフトレバー１７が
後進用レンジにないと判断した場合は後進から前進への
切換えであると判断し、ステップＳ４に進み、後進から
前進への切換え時の目標エンジントルク演算用変速比の
変化速度（非リバース時変化速度）ΔRnefがアクセル操
作量APSと車速VSPと変速後変速段NEXTGPに基づき演算さ
れる。On the other hand, if it is determined in step S1 that the shift lever 17 is not in the reverse range, it is determined that the shift is from reverse to forward, and the process proceeds to step S4, where the target engine torque at the time of switching from reverse to forward is determined. The change speed of the calculation gear ratio (change speed at the time of non-reverse) ΔRnef is calculated based on the accelerator operation amount APS, the vehicle speed VSP, and the post-gear shift speed NEXTGP.

【００４２】そして、ステップＳ５では、前進用目標エ
ンジントルク演算用変速比Rfと、前回処理時の目標エン
ジントルク演算用変速比Rnezから変化速度ΔRnefを引い
た値とを比較し、大きいほうの値を目標エンジントルク
演算用変速比Rneとして出力する。In step S5, the forward gear ratio Rf for calculating the target engine torque is compared with the value obtained by subtracting the change speed ΔRnef from the gear ratio Rnez for calculating the target engine torque in the previous process, and the larger value is obtained. Is output as the target engine torque calculation gear ratio Rne.

【００４３】したがって、後進から前進への切換え時、
前進から後進への切換え時ともに、目標エンジントルク
演算用変速比Rnezから変化速度（ΔRner、ΔRnef）を引
いた値が変速後の変速比よりも大きいとき、すなわち変
速前後で変速比が小さくなる時は目標エンジントルク演
算用変速比Rneとして目標エンジントルク演算用変速比R
nezから変化速度（ΔRner、ΔRnef）を引いた値が出力
され、目標エンジントルク演算用変速比Rneの変化速度
が制限される。これに対し、目標エンジントルク演算用
変速比Rnezから変化速度（ΔRner、ΔRnef）を引いた値
が変速後の変速比よりも大きくないとき、すなわち切換
え前後で変速比が大きくなる時、あるいは上記制限処理
において目標エンジントルク演算用変速比Rneが前進用
目標エンジントルク演算用変速比Rfに達した場合には目
標エンジントルク演算用変速比Rneとして前進用目標エ
ンジントルク演算用変速比Rfが出力されることになる。Therefore, when switching from reverse to forward,
Both when switching from forward to reverse, when the value obtained by subtracting the change speed (ΔRner, ΔRnef) from the target engine torque calculation gear ratio Rnez is greater than the gear ratio after gear shifting, that is, when the gear ratio becomes smaller before and after gear shifting. Is the gear ratio R for the target engine torque calculation as the gear ratio Rne for the target engine torque calculation.
The value obtained by subtracting the change speed (ΔRner, ΔRnef) from nez is output, and the change speed of the target engine torque calculation gear ratio Rne is limited. On the other hand, when the value obtained by subtracting the change speed (ΔRner, ΔRnef) from the target engine torque calculation gear ratio Rnez is not greater than the gear ratio after shifting, that is, when the gear ratio becomes large before and after the switching, If the target engine torque calculation gear ratio Rne reaches the forward target engine torque calculation gear ratio Rf in the processing, the forward target engine torque calculation gear ratio Rf is output as the target engine torque calculation gear ratio Rne. Will be.

【００４４】なお、図７に示した処理は、前後進の切換
え前後で変速比が大きくなる時、あるいは上記制限処理
において目標エンジントルク演算用変速比Rneが切換後
の変速比に達した場合に終了するものとする。また、こ
こでは目標エンジントルク演算用変速比Rneの変化速度
を制限することにより目標エンジントルク演算用変速比
Rneを緩やかに変化させているが、緩やかに変化させる
方法は他の方法、例えば一次遅れ処理であってもよい。The process shown in FIG. 7 is performed when the speed ratio becomes large before and after the forward / backward switching, or when the target engine torque calculating speed ratio Rne reaches the speed ratio after the switching in the above-described limiting process. Shall end. In this case, the target engine torque calculation gear ratio Rne is limited so that the change speed of the target engine torque calculation gear ratio Rne is limited.
Although Rne is gradually changed, a method of slowly changing Rne may be another method, for example, a first-order lag process.

【００４５】図８は変速段が１速ギアにあるときにシフ
トレバーを前進用レンジ（Ｄレンジ）から後進用レンジ
（Ｒレンジ）に操作した場合に目標エンジントルク演算
用変速比Rneが変化する様子を示したものである。FIG. 8 shows that the target engine torque calculating gear ratio Rne changes when the shift lever is operated from the forward range (D range) to the reverse range (R range) when the gear position is in the first gear. It shows the situation.

【００４６】一般に、自動変速機における後進用ギアの
変速比は１速ギアでの変速比と２速ギアでの変速比の間
に設定されているので、変速段が１速ギアにあるときに
シフトレバーを後進用レンジに操作すると変速比は増大
する。このように前後進切換え前後で変速比が増大する
状況においては、切換え前後で目標エンジントルクが増
大し、それが原因となってショックが生じやすいが、本
発明に係る駆動力制御装置においては図８に示すように
前後進切換え時は目標エンジントルク演算用変速比の変
化速度が制限され、エンジントルクは緩やかに変化する
ので、ショックの発生は抑えられる。In general, the speed ratio of the reverse gear in the automatic transmission is set between the speed ratio of the first speed gear and the speed ratio of the second speed gear. When the shift lever is operated to the reverse range, the gear ratio increases. In such a situation where the gear ratio increases before and after the forward / backward switching, the target engine torque increases before and after the switching, which tends to cause a shock. However, in the driving force control device according to the present invention, FIG. As shown in FIG. 8, at the time of forward / reverse switching, the change speed of the gear ratio for calculating the target engine torque is limited, and the engine torque changes gradually, so that the occurrence of shock is suppressed.

【００４７】なお、切換え前後で変速比が増大する場合
は変速前後でエンジントルクは小さくなり上記ショック
は生じにくいことから、ここでは目標エンジントルク演
算用変速比の変化速度の制限は行わないようにしている
が、コントローラ１０の処理能力に余裕があるときは変
速比が増大する場合においても同様の制限処理を行うよ
うにしてもよい。If the speed ratio increases before and after the change, the engine torque decreases before and after the speed change, and the above-mentioned shock is unlikely to occur. Therefore, here, the changing speed of the target engine torque calculating speed ratio is not limited. However, when the processing capacity of the controller 10 has a margin, the same restriction processing may be performed even when the gear ratio increases.

【００４８】次に上記駆動力制御を行うことによる全体
的な作用について説明する。Next, the overall operation of the above-described driving force control will be described.

【００４９】上記駆動力制御装置を備えた車両において
は、アクセル操作量APSと車速VSPに基づき目標とする駆
動力が演算され、この目標駆動力が実現されるように目
標駆動力を目標エンジントルク演算用変速比で除して目
標エンジントルクが演算され、スロットル開度制御によ
りエンジン１のトルクが制御される。これにより、運転
者が要求した通りの駆動力が実現されることになり、良
好な運転性能が確保される。In a vehicle equipped with the above-described driving force control device, a target driving force is calculated based on the accelerator operation amount APS and the vehicle speed VSP, and the target driving force is set to the target engine torque so that the target driving force is realized. The target engine torque is calculated by dividing by the calculation gear ratio, and the torque of the engine 1 is controlled by throttle opening control. As a result, the driving force requested by the driver is realized, and good driving performance is ensured.

【００５０】このとき、目標エンジントルク演算用変速
比としては、非変速中は変速機の変速段に対応する変速
比が、変速中は実変速比がそれぞれ用いられ、変速時に
おける駆動力変化が抑えられる。さらに、車両が後進時
にあるときは、図９に示すように変速機の変速段（後進
用ギア）に対応する変速比（変速中は実変速比）よりも
大きな値が目標エンジントルク演算用変速比として用い
られ、後進時における駆動力が抑えられる。At this time, as the gear ratio for calculating the target engine torque, the gear ratio corresponding to the gear position of the transmission is used during the non-shift, and the actual gear ratio is used during the gear shift. Can be suppressed. Further, when the vehicle is in reverse, as shown in FIG. 9, a value larger than the gear ratio (actual gear ratio during gear shifting) corresponding to the gear position (reverse gear) of the transmission is set to the target engine torque calculation gear ratio. It is used as a ratio, and the driving force during reverse travel is suppressed.

【００５１】また、前後進切換え前後で目標エンジント
ルク演算用変速比が小側（Ｈｉｇｈ側）に変化する場
合、すなわち、変速前後で目標エンジントルクが増大
し、エンジントルクが増大する場合は、目標エンジント
ルク演算用変速比の変化速度が制限され、エンジントル
クの急増によるショックの発生が抑えられる。If the gear ratio for calculating the target engine torque changes to a small side (High side) before and after the forward / reverse switching, that is, if the target engine torque increases before and after the gear shift and the engine torque increases, the target engine torque increases. The speed of change of the gear ratio for engine torque calculation is limited, and the occurrence of shock due to a sudden increase in engine torque is suppressed.

【００５２】以上、本発明の実施形態について説明した
が、上記構成は本発明の技術的範囲を定めるものではな
く、本発明が適用される構成の一例を示したものであ
り、本発明の技術的範囲を上記実施形態の構成に限定す
るものではない。例えば、上記実施形態は本発明を有段
自動変速機を搭載した車両に適用した場合を示したもの
であるが、無段変速機を搭載した車両であっても同様に
適用することが可能である。Although the embodiments of the present invention have been described above, the above configuration does not limit the technical scope of the present invention, but shows only an example of the configuration to which the present invention is applied. The scope is not limited to the configuration of the above embodiment. For example, the above embodiment shows a case where the present invention is applied to a vehicle equipped with a stepped automatic transmission. However, the present invention can be similarly applied to a vehicle equipped with a continuously variable transmission. is there.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明に係る車両用駆動力制御装置を備えた車
両の概略構成図である。FIG. 1 is a schematic configuration diagram of a vehicle including a vehicle driving force control device according to the present invention.

【図２】そのパワートレインの概略構成図である。FIG. 2 is a schematic configuration diagram of the power train.

【図３】駆動力制御の全体的な機能を説明するためのブ
ロック図である。FIG. 3 is a block diagram for explaining an overall function of driving force control.

【図４】トルコントルク比を演算するためのテーブルで
ある。FIG. 4 is a table for calculating a torque converter torque ratio.

【図５】目標スロットル開度を演算するためのマップで
ある。FIG. 5 is a map for calculating a target throttle opening.

【図６】目標エンジントルク演算用変速比演算部におけ
る処理を説明するためのブロック図である。FIG. 6 is a block diagram for describing processing in a gear ratio calculation unit for calculating target engine torque.

【図７】前後進切換え時に行われる目標エンジントルク
演算用変速比の変化速度の制限処理の内容を示したフロ
ーチャートである。FIG. 7 is a flowchart showing the details of a process for limiting the speed of change of the gear ratio for target engine torque calculation performed at the time of forward / reverse switching.

【図８】１−Ｒシフト時に目標エンジントルク演算用変
速比が速度制限を受けて変化する様子を示したタイムチ
ャートである。FIG. 8 is a time chart showing how the gear ratio for calculating the target engine torque changes during a 1-R shift under a speed limitation.

【図９】シフトレバーがＤレンジからＲレンジに操作さ
れた場合に駆動力、変速比、目標エンジントルクがそれ
ぞれ変化する様子を示したタイムチャートである。FIG. 9 is a time chart showing how the driving force, the gear ratio, and the target engine torque change when the shift lever is operated from the D range to the R range.

【符号の説明】[Explanation of symbols]

１ エンジン ２ 有段自動変速機 ６ アクセルペダル ７ 電制スロットル １０ コントローラ １１ アクセル操作量センサ １２ 車速センサ １３ エンジン回転速度センサ １４ 入力回転速度センサ １５ 出力回転速度センサ １６ アイドルスイッチ １７ シフトレバー １８ インヒビタスイッチ Reference Signs List 1 engine 2 stepped automatic transmission 6 accelerator pedal 7 electronically controlled throttle 10 controller 11 accelerator operation amount sensor 12 vehicle speed sensor 13 engine rotation speed sensor 14 input rotation speed sensor 15 output rotation speed sensor 16 idle switch 17 shift lever 18 inhibitor switch

───────────────────────────────────────────────────── フロントページの続き Ｆターム(参考） 3G093 AA06 BA03 BA15 CB00 CB08 DA01 DA06 DB01 DB05 DB11 EA02 EA09 EB01 EC02 EC04 FA03 FA08 FA10 FA11 FB01 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G093 AA06 BA03 BA15 CB00 CB08 DA01 DA06 DB01 DB05 DB11 EA02 EA09 EB01 EC02 EC04 FA03 FA08 FA10 FA11 FB01

Claims (5)

【特許請求の範囲】[Claims] 【請求項１】エンジンと、前記エンジンに接続された自
動変速機とを備えた車両に用いられる駆動力制御装置に
おいて、 運転状態に基づき目標駆動力を演算する手段と、 車両前進時は前記変速機の状態に基づき演算される値
を、車両後進時はその値を大側に補正した値をそれぞれ
目標エンジントルク演算用変速比として演算する手段
と、 前記目標駆動力を前記目標エンジントルク演算用変速比
で除して目標エンジントルクを演算する手段と、 前記エンジンのトルクが目標エンジントルクとなるよう
に前記エンジンのトルクを制御する手段と、を備えたこ
とを特徴とする駆動力制御装置。1. A driving force control apparatus for use in a vehicle including an engine and an automatic transmission connected to the engine, comprising: means for calculating a target driving force based on a driving state; Means for calculating a value calculated based on the state of the engine, and a value obtained by correcting the value to a larger value when the vehicle is moving backward, as a gear ratio for calculating target engine torque, and calculating the target driving force for calculating the target engine torque. A driving force control device comprising: means for calculating a target engine torque by dividing by a gear ratio; and means for controlling the engine torque so that the engine torque becomes the target engine torque. 【請求項２】前記目標エンジントルク演算用変速比を演
算する手段は、車両後進時に実現される駆動力が前記目
標駆動力よりも所定率だけ小さくなるように前記変速機
の状態に基づき演算される値を大側に補正した値を目標
エンジントルク演算用変速比として演算することを特徴
とする請求項１に記載の駆動力制御装置。2. The means for calculating the gear ratio for calculating the target engine torque is calculated based on the state of the transmission such that the driving force realized when the vehicle is moving backward is smaller than the target driving force by a predetermined ratio. The driving force control device according to claim 1, wherein a value obtained by correcting the value to a larger value is calculated as a gear ratio for calculating a target engine torque. 【請求項３】前後進切換え時に前記目標エンジントルク
演算用変速比に遅れ処理を施す手段を備えたことを特徴
とする請求項１または２に記載の駆動力制御装置。3. The driving force control device according to claim 1, further comprising means for performing a delay process on the target engine torque calculation gear ratio when switching between forward and reverse. 【請求項４】前記遅れ処理とは、前記目標エンジントル
ク演算用変速比の変化速度を制限することであることを
特徴とする請求項３に記載の駆動力制御装置。4. The driving force control device according to claim 3, wherein the delay processing is to limit a changing speed of the gear ratio for calculating the target engine torque. 【請求項５】前記目標エンジントルク演算用変速比に遅
れ処理を施す手段は、前後進の切換え前後で変速比が小
さくなる場合にのみ前記目標エンジントルク演算用変速
比に遅れ処理を施すことを特徴とする請求項３または４
に記載の駆動力制御装置。5. The means for performing a delay process on the target engine torque calculating speed ratio may perform the delay process on the target engine torque calculating speed ratio only when the speed ratio becomes smaller before and after the forward / reverse switching. A feature according to claim 3 or claim 4.
3. The driving force control device according to claim 1.
JP2000389931A 2000-12-22 2000-12-22 Driving force control device Expired - Lifetime JP3695327B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2000389931A JP3695327B2 (en) 2000-12-22 2000-12-22 Driving force control device
US10/021,076 US6549839B2 (en) 2000-12-22 2001-12-19 Vehicle drive system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2000389931A JP3695327B2 (en) 2000-12-22 2000-12-22 Driving force control device

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JP2002188477A true JP2002188477A (en) 2002-07-05
JP3695327B2 JP3695327B2 (en) 2005-09-14

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